High Traffic-Rate Aerial Transportation System with Low-Footprint Vertiport

ABSTRACT

A transportation system and method serve passenger-conveying VTOL air vehicles (AVs) at a vertiport. The vertiport has a flight deck including at least one landing pad, a passenger terminal, and a dynamic partition arrangement that defines a capsule for receiving one of the AVs at a time. The dynamic partition arrangement assumes a first open state in which it is open to the flight deck and closed to the passenger terminal and a second open state in which it is closed to the flight deck and open to the passenger terminal. A robotic system includes a handling robot that automatically approaches and docks with the AV after landing, and conveys the AV between the landing pad and the capsule via an opening provided by the first open state of the dynamic partition.

FIELD AND BACKGROUND OF THE INVENTION

The present invention relates to Aerial Vehicles (to be hereinafterreferred to as AV), and in particular VTOL (Vertical Take-Off andLanding) aircraft and corresponding methods of operation of dedicatedtransportation stations for such aircrafts enabling vertical take-offand landing, commonly referred to as Vertiports. In many cases, inparticular urban areas, there are limitations on the size of theVertiports, stemming from real estate scarcity. The present inventionrelates to various features which facilitate a high traffic-rate aerialtransportation system with a low-footprint Vertiport.

In view of heavy traffic congestion in many urban areas, a major effortis being conducted worldwide to develop solutions that will enableby-passing the ground traffic congestions. In many cases these solutionsare based on VTOL aircrafts, mostly with electric motors with electroniccontrol.

SUMMARY OF THE INVENTION

The present invention is a transportation system and correspondingmethods for operation of a vertiport.

According to the teachings of an embodiment of the present inventionthere is provided, a transportation system comprising: (a) a pluralityof passenger-conveying VTOL air vehicles (AVs); (b) a vertiportcomprising: (i) a flight deck including at least one landing pad, (ii) apassenger terminal, and (iii) a dynamic partition arrangement defining acapsule for receiving one of the AVs at a time, the dynamic partitionarrangement assuming a first open state in which the capsule is open tothe flight deck and closed to the passenger terminal and a second openstate in which the capsule is closed to the flight deck and open to thepassenger terminal; and (c) a robotic system comprising at least onehandling robot configured for automatically approaching and docking withthe AV while not in flight, wherein the at least one handling robot isoperative to convey the AV between the landing pad and the capsule viaan opening provided by the dynamic partition assuming the first openstate.

According to a further feature of an embodiment of the presentinvention, the vertiport further comprises a parking area for the AVs,and wherein the dynamic partition is further configured to selectivelyprovide a parking area access opening, the at least one handling robotbeing further operative to convey the AV between the capsule and theparking area via the parking area access opening.

According to a further feature of an embodiment of the presentinvention, the AV has a maximum horizontal dimension, and wherein theparking area has a plurality of parking locations, a center of at leastone of the parking locations being within three times the maximumhorizontal dimension from the dynamic partition that defines thecapsule.

According to a further feature of an embodiment of the presentinvention, the dynamic partition is further configured to provide accessfor energy provisioning to the AV within the capsule.

According to a further feature of an embodiment of the presentinvention, each of the AVs is powered by at least one swappable energystore, and wherein the vertiport further comprises an energy storehandling area, the at least one handling robot or an additional roboticsubsystem of the robotic system being operative to convey a depletedenergy store from the AV to the energy store handling area and anon-depleted energy store from the energy store handling area to the AV.

According to a further feature of an embodiment of the presentinvention, the at least one handling robot or the additional roboticsubsystem is configured to remove a depleted energy store from the AV.

According to a further feature of an embodiment of the presentinvention, the at least one handling robot or an additional roboticsubsystem of the robotic system is configured to attach a non-depletedenergy store to the AV.

According to a further feature of an embodiment of the presentinvention, the landing pad comprises a turntable or other rotationdevice for aligning the AV with a direction of approach of the handlingrobot.

According to a further feature of an embodiment of the presentinvention, the capsule comprises a turntable or other rotation devicefor reorienting the AV and/or the handling robot.

According to a further feature of an embodiment of the presentinvention, the handling robot comprises at least one lifting actuatorselectively deployable to lift the AV.

According to a further feature of an embodiment of the presentinvention, there is also provided a vertiport controller comprising atleast one processor and a communications subsystem, the vertiportcontroller being in communication with the dynamic partition arrangementand with the robotic system, the vertiport controller being configuredto be responsive to landing of one of the AVs on the landing pad to: (a)deploy the handling robot to approach and dock with the AV on thelanding pad, and to convey the AV from the landing pad to the capsulevia an opening provided by the dynamic partition assuming the first openstate; (b) actuate the dynamic partition to switch to the second openstate for disembarking of at least one passenger; and (c) actuate therobotic system to perform an energy provisioning cycle to the AV toprepare the AV for subsequent flight.

According to a further feature of an embodiment of the presentinvention, the energy provisioning cycle is performed by swapping adepleted energy store with a non-depleted energy store.

According to a further feature of an embodiment of the presentinvention, the energy store is a rechargeable battery.

According to a further feature of an embodiment of the presentinvention, the energy store is a fuel cell.

According to a further feature of an embodiment of the presentinvention, the vertiport controller is further configured to return thedynamic partition arrangement to a closed state in which the capsule isclosed to both the flight deck and to the passenger terminal.

There is also provided according to the teachings of an embodiment ofthe present invention, a method of operating a vertiport comprising: aflight deck including at least one landing pad, a passenger terminal,and a partition arrangement defining a capsule selectively openable tothe flight deck while closed to the passenger terminal and selectivelyopenable to the passenger terminal while closed to the flight deck, tohandle arrival and departure of a passenger-conveying VTOL air vehicle(AV) to and from the vertiport, the method comprising the steps of: (a)actuating a handling robot to automatically approach and dock with theAV after landing on the landing pad; (b) actuating the handling robot toconvey the AV from the landing pad to the capsule, the partitionarrangement being opened to the flight deck while being closed to thepassenger terminal to allow entry of the AV into the capsule; (c)closing the capsule to the flight deck and opening the capsule to thepassenger terminal to allow disembarking and/or embarking of at leastone passenger from or to the AV; and (d) actuating the handling robot toconvey the AV from the capsule to the landing pad for take-off, thepartition arrangement being opened to the flight deck while being closedto the passenger terminal to allow exit of the AV from the capsule.

According to a further feature of an embodiment of the presentinvention, the vertiport further comprises a parking area for the AVs,the method further comprising actuating the handling robot to convey theAV from the capsule to the parking area via a selectively openableopening in the partition arrangement.

According to a further feature of an embodiment of the presentinvention, while the AV is within the capsule: (a) a depleted energystore is robotically detached from the AV; and (b) a non-depleted energystore is robotically attached to the AV.

According to a further feature of an embodiment of the presentinvention, the vertiport further comprises an energy store handlingarea, the method further comprising robotically conveying the depletedenergy store, after the detaching, from the capsule to the energy storehandling area and robotically conveying the non-depleted energy storefrom the energy store handling area to the capsule, for the attaching.

According to a further feature of an embodiment of the presentinvention, prior to docking of the handling robot with the AV, the AV isrotated on the landing pad so as to align the AV with a direction ofapproach of the handling robot.

According to a further feature of an embodiment of the presentinvention, the AV and/or the handling robot are rotated by use of aturntable or other rotation device within the capsule.

According to a further feature of an embodiment of the presentinvention, docking of the handling robot with the AV includes deployingat least one lifting actuator to lift the AV.

General Design Considerations

Preferably, the transportation system based on urban transportation AV'sis to be run by an operating company that provides AV's, Vertiports andother necessary supportive systems. In dense urban areas, it is ofspecial importance for a Vertiport to be easily accessible to passengersin town. The location of the Vertiport in town must take into accountthe scarcity and cost of real estate resources. Therefore, Vertiportarea (which is also referred to as “footprint”) should be particularlyminimized so it can be located on rooftops of standard urban buildings.

Furthermore, it is of importance that an AV is readily available once apassenger arrives at a Vertiport, without an undue waiting time. To thatend, a high traffic throughput capability (preferably capable of atake-off roughly once per 1-2 minutes) is desired. To satisfy suchrequirements, a plurality of AV's, preferably at least 5-10 at a time,must be accommodated at the Vertiport, ready to serve departingpassengers, regardless of whether there are incoming flights or not.Also, the process of passenger embarkation at the Vertiport terminal andconveyance to the take-off pad must be streamlined. Finally, energy mustbe provisioned to a departing AV, prior to passenger embarkation.Further to having the required number of AV's available to meet trafficdemands, a key enabler to high traffic throughput is handling the AV atthe rooftop by robotic systems (such as robotic carts) for conveying andenergy provisioning purposes. An AV design may feature integral ordetachable (swappable) energy stores. The most wide-spread energy storesare batteries, though other types, such as fuel cells may bealternatively provided. In the subsequent text, for the sake ofsimplicity, reference may be made interchangeably to batteries as therepresentative energy store and battery swapping or battery charging asthe representative energy store swapping or energy store replenishing,respectively, with the understanding that the teachings are of relevancefor other types of energy stores, such as for example, fuel cells, aswell. It is also understood that battery swapping means replacement of adepleted battery with a charged battery, wherein the charging process isconducted off-line at a battery charging zone including a batteryoutlet, the battery outlet receiving depleted batteries and providingrecharged batteries. Energy provisioning to AV by robotic carts may bepreferably conducted by battery swapping. For that end, the robotic cart(as an energy provisioning intermediary) is preferably provided with thebattery to be transferred to the AV by a robotic device at the VertiportBattery Outlet, most preferably with a task time of no more than about1-2 minutes. The batteries themselves may be charged at the BatteryCharging Zone in an off-line process. Alternatively, if the AV designfeatures an integral battery, the robotic cart may convey and connectthe AV to a charging outlet. In this case charging is an on-line process(i.e., associated with the AV at the Vertiport), which is more lengthy(30-60 minutes according to current technology). The big downside ofsuch design is that during this time the AV is idle at the Vertiport,occupying space resources and unable to conduct flight missions. Whileevolving technology of fast-charging may reduce battery charging time inthe future, such time-saving may be at the expense of (a) reducedbattery lifetime, as charging of an AV integral battery cannot beperformed at the controlled conditions (such as temperature) existing atdedicated battery charging facilities and (b) reduced energy density andpower density characteristics as compared to preferable characteristicsachievable by an optimized charging procedure, which is more lengthy yetfeasible in an off-line process at the Battery Charging Zone.

A preferred way for autonomously conveying the AV between areas of aVertiport is by a robotic cart configured for autonomously approachingand entering beneath the AV after the AV has landed at the landing areaand then engage the AV, including autonomous repositioning, navigation,alignment and docking with the AV. Such robotic cart will be hereinafterreferred to as “cart”. It is to be understood that the cart is anautonomous vehicle and may be equipped with various systems such aspower supply (preferably swappable electric batteries), navigation,steering, actuators for lifting the AV, control system.

According to certain particularly preferred aspects of the presentinvention, there are three principal functional cycles at the Vertiport:

-   -   Passenger traffic cycle—AV landing, AV docking with robotic        cart, conveying from landing pad to disembarkation area,        passenger disembarkation, passenger embarkation, conveying from        embarkation area to take-off pad, undocking from robotic cart,        taking off.    -   Energy provisioning cycle—this cycle takes place after incoming        passenger disembarkation and before outgoing passengers        embarkation. A robotic cart detaches discharged energy store        from AV, undocks from AV with depleted energy store and proceeds        to energy bank delivering depleted energy store to energy bank,        receives replenished energy store from energy bank and proceeds        to an AV at embarkation zone, docks with AV, and attaches an        energy store to the AV. Loosely coupled to the energy        provisioning cycle there is an inner cycle at the energy bank        (such as Battery charging Zone) A depleted battery is brought in        by a robotic cart from the disembarkation zone to the Battery        Outlet, is charged under appropriate conditions during a lengthy        period (typically between 30-60 minutes) and thereafter the        replenished battery is picked up by another robotic cart from        the Battery Outlet onto the embarkation zone. As the number of        batteries being charged at any moment in time is considerably        larger than the number of AV's to be provisioned with        replenished batteries, the charging time of the batteries can be        much larger than the time between consecutive swapping        operations.    -   AV Parking cycle—according to traffic demands, robotic carts or        AV's docked with robotic carts, move from        embarkation/disembarkation location to Parking/Maintenance Zone        or vice versa.

It is to be noted that the passenger transporting cycle is the “driving”cycle of the Vertiport operating scheme, since it is the cycledetermining the Vertiport performance in terms of throughput andavailability. The energy provisioning cycle and the parking 25 cycle are“compliant” cycles with the purpose of supporting steady flow of thepassenger traffic cycle.

It will be noted that bringing the AVs sequentially to predefinedlocations for disembarkation and embarkation areas adjacent to PassengerTerminal gates provides notable logistical and safety advantagescompared to Vertiport designs requiring the passengers to approach thetake-off area and/or disembark right at the landing area.

The design as taught by the current invention enables a convenient,safe, compact, and highly area-efficient rooftop site with a hightraffic throughput including Parking/Maintenance and Battery RechargingZones, thus ensuring sufficient availability of AVs at time of peakdemand. Moreover, since a site of this type typically requires merelyminor infrastructure modifications to existing rooftops, it isrelatively straightforward to retrofit it at existing buildings, whichis obviously crucial for its fast proliferation. In case of newbuildings in urban areas, the present design does not necessitate extrareal-estate resources, as it fits onto the dimension of regular urbanbuildings. It should be noted that the AV handling by the robotic cartcan greatly streamline the smooth operation of any terminal (rooftop orother).

It is to be emphasized that the concept of using robotic carts forconveying the AV throughout the functional cycle is in many aspectsadvantageous compared to using a conveyor belt. Although conveyor beltsare widely used to facilitate motion in a flowing system such aspedestrian passengers at airports, there are serious drawbacks toapplying the method for moving the AV as part of the Vertiportfunctional cycle, most of which are avoided when using robotic carts, aswill be hereinafter described.

For conveyor belts substantial embedded infrastructure is required,which must be taken into consideration in the building constructionplans (structural supports, etc.). This inevitably drives up theconstruction cost of the vertiport. Also, this may hamper retrofittingVertiports on existing buildings. In contrast, robotic carts, do notrequire any special infrastructure considerations. Moreover, the typicalcost of a dozen of robotic carts per vertiport is estimated to be by farlower than any conveyor construction cost.

Any malfunction in the conveyor belt essentially propagates upstream andmay delay subsequent landings due to the jam-up. In contrast, amalfunctioning cart may be taken aside for off-line maintenance withoutstopping the functional cycle.

At several stations throughout the functional cycle the AV's must beheld in place for several tens of seconds—namely the embarkation anddisembarkation station and the energy store swapping station. Whenemploying a conveyor belt as a means of conveyance, there exist twooptions for halting the AV's at each station: (a) Stopping the movementof the conveyor belt. This inevitably creates an undesired couplingbetween the different stations connected by the same belt which resultsin a highly sub-optimal performance of the functional cycle. (b) Placingthe AV on and off the conveyor belt at each station so as not tointerrupt the conveyor belt flow . . . This requires employingconsiderable mechanical means at each station, entailing moreconstruction and maintenance costs. Simply stated, this is a “last yard”problem, inherently solved by the robotic cart.

We furthermore expand on the design and functionality, both atair-vehicle and ground systems level, to best explain additional aspectsof the invention. As already explained, the automated design is a keyenabler of certain aspects of the invention for streamlining thepassenger travel process and enabling a high traffic throughput.

For making the system accessible and available to the public it isdesirable that Vertiports be widespread throughout the urban area. Asreal estate is expensive in urban areas, Vertiports need to be compact(“low footprint”) in terms of utilized area. Under such circumstances,it is highly advantageous to maximize the ratio between the passengertraffic rate and the Vertiport area. This can be best achieved by bothstreamlining the Vertiport traffic cycle to minimize the intervalsbetween consecutive take-offs and by compactness of the various elementsof the system and the Vertiport itself. The high traffic rate is one ofthe key parameters in making the fare prices affordable to the public.

Minimizing intervals between landing of an AV with arriving passengersand its subsequent takeoff with departing passengers, results inreducing idle time. The outcome is a more efficient utilization of theAV and thereby minimization of the size of the air fleet needed to meetthe overall travel demand.

The transportation cycle design and the corresponding Vertiport mustaccommodate, at any given time, incoming and outgoing travel at variouslevels of demands during various daily, weekly and even seasonalperiods. Whenever the incoming and outgoing travel demands are similar,the traffic is defined as balanced. An efficient design of the trafficprocess, from landing to take-off, including conveyance, passengerdisembarkation/embarkation and energy provisioning is necessary formaximizing balanced traffic rate, to be hereinafter also referred astraffic throughput, generally expressed as passengers/hour. Maximizingtraffic throughput may be facilitated by extensive utilization ofrobotic systems.

In case of inequality between incoming and outgoing traffic demand,there is imbalanced traffic. This is particularly the case for thetraffic of passengers commuting between suburban and downtown areas.Traffic imbalance necessitates a buffer zone at the Vertiport toaccommodate AVs which are stand-by for a while as well as foroff-service hours parking. Most essentially, one must make sure that ascheduled incoming flight will have an available landing pad at thescheduled time and for that end, if there is no travel demand for thepreviously landed AV, it must be moved to the Parking Zone. Accordingly,a dedicated Parking Zone is to be maintained at the Vertiport, which mayalso serve for some maintenance activities.

The number of vehicles in the buffer zone, as well as the overallstowing configuration are key factors which influence the size of theParking Zone. The compactness of the Parking Zone is a key factor in thecompactness of the entire Vertiport. The compactness of the Vertiporthas also a major impact on the timeline of retrieving stand-by vehiclesfrom the buffer and thereby on the cycle time at traffic imbalanceperiods. The retrieval time of an AV from the parking zone for meetingdeparting flight travel demand at time when there is momentarily noincoming flight, must be commensurate with the overall traffic cycle.Robotic systems may assist in minimizing retrieval time.

After an AV lands at the landing pad on the Vertiport flight deck, theAV with the passengers seated therein needs to be conveyed safely and inminimum time onto the disembarkation area adjacent to the passengerterminal gate. Such operation is advantageously conducted fullyautomatically by robotic systems. The compactness of the Vertiport interms of distance between landing pad and Passenger Terminal has a majorimpact on the timeline of the traffic cycle as well as on the overalltravel time of the passengers.

Energy provisioning to the AV at the Vertiport must be conducted at arate which is compatible with the traffic cycle. The preferred method toachieve this is by swapping of energy stores (such as batteries of fuelcells), i.e., removing depleted energy stores and replacing them byreplenished energy stores. Energy store swapping, such as batteryswapping, enables much faster energy provisioning (typically 1-2minutes) as compared to battery charging (typically 30-60 minutes for afull charge) and obviates lining up of AV's at the Vertiport for thecharging process. All such operations are to be conducted automaticallyby robotic carts docking with the AV or with the energy store outlet(such as Battery Outlet). For the sake of textual simplicity, we mayfurther refer to batteries as an exemplary energy store. The teachingsof the invention will however apply to other types of energy stores aswell. Replenishing energy stores (e.g., batteries charging) is a lengthyprocess (several tens of minutes as compared to the transportation cycletime of a few minutes) and is therefore to be conducted offline at adedicated location such as the Battery Charging Zone at which multiplebattery systems are being charged in parallel operation in order to beable to supply the demand as dictated by the traffic cycle. The roboticcarts transfer the batteries to-and-fro the AV and the battery outlet atthe Battery Charging Zone through an appropriate path.

The compactness of the Vertiport has also a major impact on the distancebetween the AV battery swapping location and the battery outlet. Suchdistance directly affects the battery conveyance time and thereby theenergy provisioning time and the entire transportation cycle time. Thereis a further big advantage of battery swapping: decoupling between thebattery charging process and the AV functional process enablesconducting the charging process at the Battery Charging Zone undercontrolled conditions at a rate optimal for battery charging andindependent of the traffic cycle. This obviously involves parallelrecharging of a large number of batteries, but the dimensions of thebatteries are much smaller the AV dimensions and batteries may also bevertically stacked during charging. To summarize this point, the bigupside of the battery swapping method relative to recharging an integralbattery is obviating the burden of multitude of idle AVs grounded at theterminal, utilizing expensive space during a lengthy charging process.

Robotic carts may also facilitate stowing operations at the Parking Zoneto maximize parking capability for a given area.

All robotic operations mentioned are instrumental in reducingtransportation cycle time and operation cost, as well as obviating theexposure of human operators to related hazards.

Passenger safety and comfort are a major concern in every transportationsystem. Such concern applies at Vertiports located on rooftops in whichthere may be harsh environmental conditions (temperature, humidity,wind, rain, ice, solar radiation) as well as possible hazards due to theoperation of autonomous robotic systems, AV rotors and battery chargingfacilities. The Vertiport design, as to be outlined in the embodimentsof the invention, is oriented at maximum passenger safety and comfort byisolating the passengers from hazards and preferably from environmentalconditions, as well as at achieving minimum cycle time. Most preferably,all embarkation and disembarkation operations are conducted in aconfined and protected space, which keeps the passengers isolated fromthe hazards and conditions as mentioned.

The air-transportation industry standard for safe and comfortableaircraft boarding is the passenger boarding bridge (PBB) also known asjet bridge. Jet bridges provide all-weather dry access to aircraft andenhance the security of terminal operations. They are often permanentlyattached at one end to the terminal building and have the ability tobridge between the terminal and aircraft of different sizes. Thepassenger boarding capsule (PBC), referred to herein for the sake ofbrevity as the “capsule,” as taught by the present invention is asuperior alternative to a PBB for providing all passengers, inparticular those with various types of disabilities and mobilityimpairments, safety and comfort during boarding while also possiblysupporting other functions such as aircraft parking and energyprovisioning.

It is highly desirable that during embarkation, embarking passengers areisolated from the flight deck by a movable shield such as a door. Thisshield must be later removed to allow the AV to proceed to the flightdeck. At this time, passengers and personnel at the terminal need to beprotected from the flight deck environment. This requires a furthermovable shield between the passenger terminal and the boarding station.These two types of shields must be operated interchangeably at theboarding station to make sure that at any time, at least one of them isclosed. This type of arrangement will be hereinafter defined as adynamic partition arrangement. The term “partition arrangement” is usedherein to refer to any and all partition structure which extends fromfloor to ceiling/roof to provide a barrier to undesired environmentalconditions. The partition arrangement is preferably a “dynamic partitionarrangement” which opens and closes as required, typically either by useof “door” structures opening in any direction (e.g., horizontallysliding or vertically raised/lowered shutters) or displaceable wallsections with variable overlap/opening, all as will be exemplifiedbelow. The dynamic partition may include active elements in and/or underthe floor of the capsule.

This partition arrangement is also highly advantageous for access denialof unauthorized people from the terminal to the flight deck.

For all the reasons detailed above, a dynamic partition arrangement ofthis sort is desirable at any vertiport configuration. However, for thevertiport subject of the present invention whose major drivers are higharea utilization and high traffic volumes, the arrangement is especiallyimportant for the following reasons:

-   -   (a) For time and area considerations the boarding stations are        preferably located in close vicinity to the landing pads. This        underscores the necessity for enhanced environmental isolation        and access denial.    -   (b) For area utilization, it is in many cases desirable that a        single landing pad serves a plurality of boarding stations. It        is highly desirable that when two boarding stations are sharing        the same landing pad, passengers embarking in the first boarding        station are isolated from the shared pad when an AV lands to be        served at the second boarding station.

The particular implementation of dynamic partition arrangement, to behereinafter described, serves to define a “capsule” and is a focal pointof certain particularly preferred implementations of the presentinvention. The capsule is most preferably circular, but mayalternatively be implemented in other shapes, such as a regular orirregular polygon. The capsule is preferably close fitting relative tothe AV footprint (for example, preferably having an internal diameter nomore than about twice the maximum horizontal dimension of the AV), for aspace-efficient implementation of the vertiport.

The AV design has a definite impact on the overall system design. Forurban transportation, a pure multicopter design with each rotor drivenby an electric motor is of preference relative to e.g., tiltable rotordesigns, because of flight reliability and safety consideration (i.e.,without changing the aeronautical configuration during flight and havingthe aircraft ready for vertical landing at any time). A pure multicopterwith a multitude of rotors (at least 8) can be designed with multipleredundancies, thus enabling safe landing even if one or two motorsmalfunction. A pure multicopter has in general more compact dimensionscompared to tiltable rotor designs (e.g., by Joby Aviation and Lilium)and thus more convenient for operation by compact Vertiports. Theemergence of disruptive battery technology, enhances the ability of thepure-copter design to fulfill the flight range and flight timerequirements for Urban Air Mobility.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is herein described, by way of example only, withreference to the accompanying drawings, wherein:

FIGS. 1 a-1 f present views of the AV from various directions. FIGS. 2a-2 b present views of the AV with battery system apart from variousdirections.

FIGS. 3 a-3 d present views of the robotic cart from various directions.

FIGS. 4 a-4 b present views of the robotic cart battery-conveyingconfiguration from various directions.

FIGS. 5 a-5 d present views of the AV from various directions at variousstages during a process of a cart docking with the AV.

FIGS. 6 a-6 c present views of the AV with an attached energy store anddocked with the robotic cart, from various directions.

FIGS. 7 a-7 c present views of the AV without an energy store dockedwith a cart, shown from various directions.

FIGS. 8 a-8 d present the sequence of steps of a robotic cart lifting anAV.

FIGS. 9 a-9 d present the sequence of steps of transforming the AV fromconveying configuration into flight configuration.

FIGS. 10 a-10 d present the sequence of steps of battery provisioning toan AV docked with a robotic cart.

FIGS. 11 a-11 c present the sequence of the process of battery removalfrom an AV docked with a robotic cart.

FIGS. 12 a-12 b present views of the Vertiport from various directions.

FIG. 13 a-13 f present views of the Capsule with a set ofselectively-deployable steps, shown from various directions.

FIGS. 14 a-14 f present the sequence of steps from AV landing to AVconveyance onto Capsule.

FIGS. 15 a-15 b present views of the cart conveying the AV at Capsuleentrance from various directions.

FIGS. 16 a-16 b present views of the disembarkation from variousdirections.

FIGS. 17 a-17 b present the sequence of steps of the depleted batteryremoval from AV and conveyance onto the battery outlet.

FIGS. 18 a-18 b present the sequence of steps of arrival of thereplenished battery to the Capsule and attachment to the AV.

FIG. 19 presents a schematic isometric view of of the Capsuleillustrating embarkation of passengers to the AV.

FIGS. 20 a-20 b present views of the cart conveying the AV at Capsuleexit from various directions.

FIGS. 21 a-21 e present the sequence of steps of the AV conveyance fromCapsule onto AV take-off.

FIGS. 22 a-22 d present the sequence of steps of the AV parking process.

FIGS. 23 a-23 c present the sequence of steps of the AV retrieval fromparking process.

FIGS. 24 a-24 d present top views of the capsule with the AV indifferent positions according to a second embodiment of the presentinvention.

FIG. 25 presents a logical flowchart of the sequence of steps triggeredby the landing of an AV.

FIG. 26 presents a logical flowchart of the sequence of steps triggeredby an issuance of a departure request.

FIG. 27 is a block diagram of a vertiport controller and its associatedcomponents.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The principles and operation of transportation systems and correspondingmethods according to the present invention may be better understood withreference to the drawings and the accompanying description.

Embodiment A

According to a first embodiment of the invention, the inventivetransportation system typically includes the following elements andmodules.

(1) A Plurality of AV's

A plurality of AVs, preferably of “pure-copter” multicopter design eachcomprising: (i) a passenger cabin for receiving at least one passenger,and (ii) a propulsion system comprising a plurality of propulsion units,the propulsion system being configured to propel the AV for poweredflight and to perform vertical take-off and landing (VTOL). Amulticopter featuring at least 8 rotors may be more reliable than ahelicopter with one main rotor and in case of electric or hybrid designwould feature several smaller motors rather than one large motor.

A “pure-copter” multicopter is hereby defined as a multicopter with allrotors having a fixed axis of rotation essentially perpendicular to theAV floor. Other types of multicopter are, e.g, tiltwing multicopters(https://en.wikipedia.org/wiki/Tiltwing), tiltrotor multicopters(https://en.wikipedia.org/wiki/Tiltrotor), and “lift-and cruise”multicopters having one set of rotors fixed essentially perpendicular tothe AV floor and a second set of rotors essentially parallel to AV'slongitudinal axis.

The system of the present invention may operate with a fleet ofgenerally similar AVs. Additionally, or alternatively, the vertiportdescribed below can receive and service a range of different AVs, solong as they are provided with a set of standardized parameters that arecompatible with the vertiport systems. These include: a compatibleoverall footprint and weight category; a standardized docking interface;and a standardized energy store interface. These latter requirementswill be clearer in view of the description of the vertiport operationfurther detailed below.

FIGS. 1 a-1 e describe in front perspective, aft perspective, front,top, side views respectively an exemplary AV 10. FIG. 1 f illustrates ina side view the AV with battery system detached. FIGS. 1 a-f depict theAV 10 with a propulsive assembly including eight rotors 12 driven byeight motors 14 supported by eight supportive arms 16, the supportivearms being structurally integrated to body main structure 11, which maybe hereinafter referred to as fuselage or cabin. Skids 17 supporting theAV are connected to the body main structure by skid supporters 19.

It should be noted that many other designs are possible, including adesign with a single rotor at each arm as well as options employing atleast four arms, each of them supporting at least one propulsive unitincluding a rotor coupled to a driving motor. The arms may bestructurally interconnected. Typically, the AV may carry one or twopassengers. The AV take-off/landing may be done using an originallyground-dedicated take-off/landing system based on skids, legs or otherlanding gears attached to the fuselage of the AV. A single propulsiveunit or a pair of independently driven propulsive units supportedcoaxially by each arm, typically operated as a single effectivepropulsive unit may be supported by each arm.

An important consideration in the design of the electrical system of anAV is providing maximum redundancy. This may be achieved by dividing thepropulsive units into several groups, e.g., in cases of eight propulsiveunits dividing them into two sets of four units, respectively andimplementing a separate power supply system for each set. A galvanicseparation of the power supply to the two groups ensures that anelectric failure at one electrical system does not propagate to theother, so that at least four propulsive units, respectively will remainoperational. In a preferred embodiment, each set of four propulsiveunits, respectively can generate separately, at least for a short periodof time, the lift required for the AV to arrive to a landing sitesafely. Another redundancy option is supplying the power separately toeach pair of diagonally opposite propulsive units, wherein in case of anelectric failure in one of the pairs, the other pairs would beunaffected and thus a total of six propulsive units would remainoperational.

Most preferably, the multicopter design with rotors rotating in planesabove cabin roof level, being void of the functional and safetylimitations which may apply for a design with rotors rotating in planesbelow cabin roof level, as detailed for example in US Patent Application20200055594. A further advantage of the rotors rotating above cabinlevel, compared to rotors rotating at a level close to the ground isthat the former design features a much lower noise level at take-off andlanding. The AV may be provided with a propulsion system comprising aplurality of propulsion units. The AVs are provided with attaching (ordocking or engaging) interfaces with various robotic systems at theVertiport such as robotic carts for heaving, conveying, batteryswapping, and parking. One of the key features of the AV design is thefunctional and structural adaptation of swappable battery system(s). Apreferable design of the AV features the battery system 18 located atthe AV belly, facilitating access to robotic swapping from beneath.Notwithstanding the battery swapping design, the design may also includeprovisions to enable battery charging of the AV without removal of thebatteries.

The multicopter includes a passenger cabin accommodating at least onepassenger, a plurality of propulsive units (for example, rotors andmotors coupled to them), flight systems such as guidance, navigation andcontrol, flight data displays, communication systems, power supply (suchas batteries, fuel cells, hydrogen, or hybrid systems), a multicopterstructure supporting and connecting the various elements and subsystemsof the multicopter, including landing elements such as skids or legs.Except as further specified below, features of the propulsive units, theflight systems, and many other features of the multicopter are closelyanalogous to known and commercially available subsystems of existingmulticopters, and will be fully understood by a person having ordinaryskill in the art. For conciseness of presentation, in the subsequentdescription, the multicopter will be presented in a schematic manner,with emphasis only on those features which distinguish the multicopterof the present invention from the known art and omitting explicitdescription of various conventional features and components.

The propulsion system is configured to propel the AV for powered flightincluding vertical take-off and landing (VTOL). The propulsive units maybe structurally supported by arms which are connected to the mainmulticopter structure. In certain design options, the supportive arms ofthe propulsive systems may be structurally interconnected and/orconnected to the cabin roof structure in order to optimize overallstructural characteristics.

For flight, take-off/landing and ground safety reasons, it is preferredthat the rotors be located above the cabin roof level.

The AV battery, whether preferably swappable or otherwise integral, islocated at the belly of the AV fuselage. This design approach entailsthe following advantages:

(a) Low location of center of gravity of stand-alone AV. This is animportant attribute effecting flight stability and safety in normalflight, and even more so in case of malfunction of any of the propulsionunits.

(b) Low location of center of gravity of AV docked with conveyingrobotic cart. This is an important attribute effecting drivingstability, in particular in windy environments such as on rooftops.

(c) Enables geometric configuration featuring large horizontal surfaceand small thickness, as implemented in electric car designs. Thisconfiguration enjoys a high surface-to-volume ratio which is highlydesirable for heat dissipation. There is no other place in the AV toposition a battery of such size.

(d) Enabling enhanced battery cooling by convective heat transfer bynearby air-flow while in flight

(e) Enabling enhanced cooling when on ground by e.g., by an air bloweror other mechanism. This is especially important for non-removablebattery configurations.

(f) Adopting a battery package with a form-factor and geometry similarto electric car battery package designs will enable usage of existingbattery manufacturing infrastructure (e.g., Tesla Gigafactories,https://www.tesla.com/gigafactory) and thereby reducing R&D as well asmanufacturing costs.

It should be noted that, for clarity of presentation herein, details ofthe AV controller and various other components of the AV are not shownhere in detail. In each embodiment of the present invention, the AV ispreferably provided with various sensors (GPS receivers, image sensors,range sensors, orientation and motion sensors), processors,communications systems and all other components commonly used toimplement autonomous drones with autonomous navigation capabilitiesusing GPS and/or optical tracking, collision avoidance and automatedtake-off and landing. All such components, subsystems and modes ofoperation are well-known in the art of manufacture of air vehicles, andwill be readily understood by one having ordinary skill in the art.

For sake of completeness and clarity, it is to be noted that there existdifferent configurations of AV's with tiltable rotors which featuremechanical and aerodynamic transitions during flight. These AV'stypically suffer from considerable complexities and hazards in aspectssuch as flight control and structural integrity throughout thetransition. Nevertheless, teachings of present invention are applicablefor AV's with tiltable rotors as well.

FIGS. 2 a-2 b depict in aft perspective and side view an AV with abattery system apart. At this state, the AV is defined as inintermediary configuration, pertinent to the time interval betweencompleting an arrival sequence and initiation of a departure sequence.

(2) A Plurality of Handling Robots

Robotic systems for handling the AV, including wheeled robotic cartsconfigured for approaching the AV, docking with the AV, lifting the AV,conveying the AV between areas of a Vertiport, preferably same roboticcarts but also possibly separate robotic systems detaching/attachingbattery systems, conveying batteries to and from the Vertiport batteryoutlet.

The term “robotic system” is used herein to refer to any combination ofmobile and fixed automated devices for transporting or manipulatingobjects. Of particular significance according to certain particularlypreferred implementations of the present invention are a plurality ofhandling robots, which are mobile robots, preferably wheeled, and thusreferred to as “robotic carts”, that are adapted for docking with andconveying an AV. The handling robots are advantageously freely movingrobots with no physical connection to floor, walls or ceiling, andpreferably with high maneuverability to facilitate approaching an AVafter landing in a random location and orientation. A fleet ofinterchangeable robots are advantageously provided such that anyavailable handling robot can be allocated to any particular AVconveyance task, and any robot developing a fault can be immediatelydisplaced to a location that will not obstruct the ongoing workflow ofthe vertiport, and is replaced. Thus, where reference is made in thedescription and claims to “the handling robot” performing multiplesequential tasks, there is no requirement that it be the same robot foreach task. This interchangeability and replaceability allows thevertiport to provide uninterrupted service independent of any technicalfailure of one or more individual handling robot.

FIGS. 3 a-3 d describe in perspective, top, front, side and front viewsan exemplary robotic cart in stand-alone configuration. The robotic cartis a wheeled platform with autonomous navigation capabilities and withthree sets of actuators: four AV lifting actuators 22 which may alsofacilitate locking/unlocking the mechanical connection between the AVand the robotic cart, four battery lifting actuators 24, and eightbattery locking/unlocking actuators 26 performing the mechanicalconnection between the battery and the AV. Further devices, not depictedin the FIG. 3 a-d , may also facilitate mechanical, electrical and dataconnections between the above pairs. The design of such robotic platformas well as its function for AV conveying and energy provisioning isdescribed in detail in U.S. Pat. Nos. 9,932,019 and 10,359,066.

The design of actuators which perform a locking/unlocking function isdescribed in the US Patent Applications 20190344651 and 20200124081.

The robotic cart may have at least three independent wheels each drivenby its own electric motor and each steered by its own steeringmechanism. Alternatively, several groups of wheels may be used, eachgroup being driven by the same motor. Thus, the robotic cart can movelinearly along a desired direction which can be selected by controllingthe wheels. One preferable type of steering system that may be usedemploys mecanum wheels, which are omnidirectional wheels designed for aland-based vehicle to move in any direction. This type of wheel isdescribed in detail in https://en.wikipedia.org/wiki/Mecanum_ wheel.

In the subsequent description, the term “cart” may be used for brevityin lieu of the term “robotic cart”.

FIGS. 4 a-4 b describe in perspective and side views of the robotic cartbattery-conveying configuration, including a robotic cart attached to abattery system 18. This corresponds to the condition of the robotic cartconveying a battery from an AV to the battery outlet or vice-versa.

A robotic cart may be preferably configured to autonomously positionitself under the AV, to lift the AV, to dock with the AV and to conveythe AV from its landing spot for purposes such as disembarkation,parking, energy stores swapping, embarkation, and take-off. Numeroussolutions for autonomous handling of a multitude of vehicles in adefined ground area have been taught in numerous patent applications andpatents, for example US Patent Applications 20170008515, 2017031330 and20150353080 and therefore the autonomous handling of AV's at Vertiportsas involved in the implementation of the present invention is within therealm of knowledge and expertise of the qualified engineers in thisfield.

It is to be noted that the AV and robotic cart may be in communicationwith each other during the docking and undocking process throughwireless (e.g., radio-frequency and/or optical) communication links. Thesame links may be active also in the docked configuration in addition toor in lieu of wired communication.

Docking between the two stand-alone vehicles is a guidance operationthat may be done in a double-active cooperative manner. Most preferably,docking is an autonomous, automatic operation. The joint docking systempreferably includes (a) the interconnected communicating docking systemsof both vehicles which may be provided with a multitude of sensorsassessing the relative position of the vehicles as the robotic cartdocking port is being brought close to the AV docking port at minimalrelative velocity, and (b) a set of actuators for accurate positioningand alignment as well as a set of autonomous actuators for securing(structural connection and locking) and subsequently utilitiesconnection.

FIG. 5 a-5 b describe in perspective views an AV 10 with a cart 20attached to a battery system 18, the cart being partly beneath the AV.FIGS. 5 c-5 d describe side and back views of an AV 10 docked with acart attached to a battery system 18, the cart being beneath the AV.This corresponds to the configuration of the AV docked with the roboticcart, prior to attaching the battery or after detaching the batteryto/from the AV.

FIGS. 6 a-6 c describe perspective, side, and front views respectivelyof an AV 10 with a battery system 18 attached to it, and with a cart 20beneath the AV. This corresponds to the configuration of the AV dockedwith the robotic cart, after attaching the battery or prior to detachingthe battery to/from the AV.

FIGS. 7 a-7 c describe perspective, side, and front views of an AV 10with a cart 20 beneath the AV, with no battery attached to any of them.This corresponds to the parking configuration of the AV, in which it canbe conveyed to/from the capsule to the parking area and remain in suchconfiguration in the parking area.

Accurately guiding a robotic cart onto an AV may be facilitated byguidance techniques as taught in the paper Perception and ControlStrategies for Autonomous Docking for Electric Freight Vehicles,Leopoldo Gonzalez Clarembaux et al., Transportation Research Procedia 14(2016) 1516-1522 6th Transport Research Arena Apr. 18-21, 2016 which isincorporated by reference in its entirety. Robotic carts can beaccurately navigated (e.g., by optical positioning systems or by “markedterrain recognition” techniques) and can be accurately positioned andoriented below the points of the AV structure to be supported, engagedand lifted, of locations also exactly known by similar navigationtechniques. Alternatively, even if the position of the robotic cart orthe AV on the ground is not known to a high level of accuracy, therobotic carts may autonomously position themselves below the AV andposition their lifting actuators exactly below the lifting interfaces ofthe AV, for example using image processing techniques.

FIGS. 8 a-8 d describe the process of a robotic cart 20 approaching anAV in flight configuration and lifting it to convey it. After havingnavigated to the AV, the robotic cart positions itself beneath the AV.(FIGS. 8 a-8 b ) and extends its lifting actuators 22 until they contactthe mating interface 82 of the AV (FIG. 8 c ). Following that, the AV isdocked to the cart (operation not depicted) and subsequently the liftingactuators are further extended, lifting the AV above ground by a fewcentimeters to avoid contact between the skids and the Vertiport surfaceduring conveying the AV. FIG. 8 d describes the conveying configurationof the AV with battery attached to it.

FIGS. 9 a-9 d describe the process of transforming the AV 10 fromconveying configuration into flight configuration, starting from thelifted condition as depicted in FIG. 9 a in which the AV liftingactuators 22 are fully extended, partially retracting the AV liftingactuators thus lowering the AV to Vertiport surface level (FIG. 9 b ),undocking robotic cart from AV (operation not depicted), fullyretracting lifting actuators (FIG. 9 c ) and robotic cart departing(FIG. 9 d ) from AV, which is thereon in flight configuration.

FIGS. 10 a-10 c describe the process of battery provisioning to an AVdocked with a robotic cart, the AV being at Vertiport surface level.FIG. 10 a depicts the robotic cart arriving at the AV which is in acondition ready for provisioning of a replenished battery. FIG. 10 bdepicts the condition in which the battery lifting actuators areretracted. FIG. 10 c depicts the condition in which the robotic cart isdocked to the AV, where the AV lifting actuators 22 are partiallyextended. The battery lifting actuators 24 are fully extended and thebattery in a position of being attached to the AV. At this time, thebattery may be locked to the AV by the battery locking/unlockingactuators 26 (not depicted). FIG. 10 d depicts the condition in whichthe battery is attached and locked to the AV and the battery liftingactuators are retracted into the robotic cart. The AV lifting actuatorsare also retracted. This condition corresponds to the AV embarkationconfiguration (with doors still closed). This configuration also appliesfor disembarkation.

FIGS. 11 a-11 c describe the process of battery removal from an AVdocked with a robotic cart, the AV being at Vertiport surface level.Such process takes place after disembarkation. At the beginning of theprocess, the AV lifting actuators 22 are in partially extendedcondition, corresponding to docking of the robotic cart with the AV.FIG. 11 a depicts the condition in which the battery lifting actuators24 are extended and support the battery which may be unlocked anddetached from the AV by the battery locking/unlocking actuators 26 (notdepicted). FIG. 11 b depicts the condition in which the battery liftingactuators are contracted and the AV has been detached from the roboticcart with AV lifting actuators 22 fully retracted into robotic cart.FIG. 11 c depicts the robotic cart departing from the AV which is thenin a condition ready for provisioning of a replenished battery.

(3) At Least One Vertiport

The stations serving Vertical Take-off/Landing aircraft are generallyreferred to as Vertiports. Vertiports located on naval vessels aretaught for example in U.S. Pat. Nos. 3,785,316 and 5,218,921. A rooftopVertiport is taught in WO2019020168. In some cases, several floors orlevels on the vessel or in the building are needed, including the usageof sizable elevators in order to accommodate the required number of airvehicles in a limited projected area (or surface footprint), as alsotaught in conjunction with aircraft carriers in US Patent Application20100294188.

The “landing pad” is a specific functional area on the flight deck of avertiport set aside for landing and/or take-off of AVs. In existingVertiport designs, the embarkation zone is typically located relativelyfar from the landing pads—either at a different floor of a building or,if at the same floor, at a separation of at least 20-40 m. This posesthe problem of conveying the AV from the landing pad to the embarkationarea, which in the present art is typically performed by elevators orconveyor belts and may be quite time-consuming.

The inherent problems with these designs are their size, theirsluggishness and their reliance on a multitude of robotic devices ofvarious sorts integrated with the Vertiport structure.

For area utilization reasons, as well as for achieving low turnaroundtimes, it is favorable to place the embarkation zone at close proximityto the landing pads. However, conditions at the landing pads maytypically include adverse effects such as strong winds, air gustsgenerated by the landing AV's, rain, dirt, and noise. At extremeconditions, there could also be objects travelling at high speed.

Therefore, placing the embarkation zone in the proximity of the landingpads involves the challenge of isolating the embarking passengers fromthese effects to provide a safe and friendly passenger experience. Thisis preferably achieved by highly protected embarkation enclosures asembodied by the Capsule as subsequently taught.

Accordingly, it is advantageous to achieve Vertiport compactness, whichfacilitates low operating costs (rent) and high proliferation. It isalso desirable to provide flexible conveyance means for conveying AVsand batteries.

For these reasons, according to the teachings of an aspect of thepresent invention, the Vertiport topology is preferably optimized toprovide extremely short conveyance distances between landing pad,passenger terminal, battery outlet and AV parking. This topology is madefeasible by using the robotic cart as a common conveyance mean forconveying AVs and batteries, as well as an intermediary for energyprovisioning.

FIG. 12 a-12 b are top view and perspective views, respectively, frombeneath its roof, of the Vertiport 200 accommodated by the rooftop of astandard urban building (45 m*45 m), with its various elements as willbe subsequently detailed. These elements include a flight deck 202including landing pad 204 configured as a turntable, two functional hubsconfigured as capsules 208 and 209, a parking/maintenance zone 210, twobattery charging zones charging zones 212, a passenger terminal 214 andan escalator 216 allowing access to and from a lower floor. The term“passenger terminal” is used herein to refer to any area accessible topassengers prior to and/or after departure/arrival, including areas inwhich they perform functional procedures such as checking-in to aflight, weighing luggage, and seating for waiting for departing/arriving flights etc. The Vertiport is preferably covered by a roof,except for the flight deck 202. This roof is not depicted in FIGS. 12 a-12 b, in order to reveal the internal elements.

Since the Vertiport is most preferably implemented on a single floor,the floors of its modules are all located on a common level. in thesubsequent description, the terms Vertiport level, flight deck level,capsule floor level, parking zone floor level, battery charging zonefloor level are preferably equivalent and may be used interchangeably.

As can be seen in FIGS. 12 a -12 b, a first AV 232 is carried by a cartfrom capsule 209, after passenger embarkation, to the landing pad 204for subsequent take-off. A second AV 230 which has just landed iscarried by a cart to capsule 208 for passenger disembarkation. Ten AV's223 can be seen parked in the parking/maintenance zone 210.

Passengers may arrive to the terminal by from a lower floor by escalator216 or by elevators, proceed to the reception desk 218 for check-in, beseated and relax in a comfortable waiting area, offered refreshments andwait for an announcement to proceed to the gate on a display or by apersonal message.

The various elements of the Vertiport introduced above are hereinafterdescribed in further detail.

(3.1) One or More Capsules.

A core element of certain particularly preferred implementations of theVertiport is a Capsule 208 with bridging functionality at flight decklevel. FIGS. 13 a-13 c describe, respectively, a top and two perspectiveviews (from two different angles) of the capsule. The capsule ispreferably located in close proximity of e.g. 10-meters from the landingpad it serves. The capsule is a focal point of the system. It provides astopping point for the AV when arriving from the flight deck 202. fromwhich point it will be conveyed either for a departing flight from theflight deck or to the Parking Zone 210. It provides a safeegress/ingress environment for passengers and it may preferably serve asthe location of battery systems swapping. The capsule is a restrictedarea with multiple doors with exclusive functionality. Normally alldoors are closed, except a selected one, and only that one, may be openupon automatic command. With respect to passengers, the doors denyaccess of non-boarded passengers (i.e., passengers prior to embarkationor after disembarkation) to the flight deck and other areas of theVertiport and control their access to and from the passenger terminal.

Denying such access is required to avoid exposing the passengers tohazards inherent to the movement of AVs or parts thereof or any of therobotic systems handling the AVs or parts thereof and avoiding anyunauthorized contact between the passengers and the AV or any of theVertiport elements. The aforementioned doors, in addition to controllingpassenger access, also isolate them from possibly harsh atmosphericconditions (such as wind, rain, solar radiation, extreme temperature),as well as noise generated by the AV functioning or handling. It is tobe emphasized that advantageously, all capsule doors are to be kept“normally closed”, meaning that every door is opened precisely for thetime required to proceed through it. This is a preferable policy sinceit maximizes the time in which the passenger terminal is isolated fromthe flight deck by more than one barrier, which is advantageous in termsof average noise, average thermal isolation, etc.

The capsule doors may be of various dimensions, according to theirfunctionality. The door 2020 facing the flight deck and the door 2100facing the Parking Zone when open must enable passage of AV conveyed bya robotic cart. The door 2120 facing the battery outlet when open mustenable passage of a robotic cart conveying a battery. The door facingthe passenger terminal when open must enable passage of embarkingpassengers carrying or wheeling luggage.

In its most basic function, the capsule 208 is a transition regionserving as a buffer between the flight deck and the passenger terminal.When an AV arrives at the capsule, the door 2020 between the capsule andthe flight deck will open enabling AV entry into the capsule and arrivalat its stopping point. At that time, the door will close and from thatmoment on the passengers are isolated and protected from hazards andfrom the harsh environment of the flight deck. Once the door 2140between the capsule and the terminal gate is opened, they can safelyegress the AV cabin and proceed to the passenger terminal. The doorbetween the capsule and the passenger terminal will be kept closedexcept at the times of passenger ingress/egress. There will be nopassenger presence in the capsule whenever activities such as energystore swapping or charging or moving the AV to the parking take place.Consequently, the Capsule makes the AV accessible to the passengers in asafe and comfortable manner.

The capsule may also facilitate connection between the AV and thebattery outlet at the Battery Charging Zone, with an energy provisioningrobot system serving as an intermediary between the AV and the energystore outlet. The robotic cart performs the provisioning/removing of thebattery systems to/from the AV and conveying the battery systems betweenthe AV and battery outlet. The robotic cart carrying the battery willmove through a door of the capsule which will open only when all otherdoors are closed.

The capsule may also facilitate access of the AV to Parking Zone. The AVmay be conveyed from the capsule to the parking zone by the robotic cartthrough a door 2100 of the capsule which will open only when all otherdoors are closed.

Part of the floor of the capsule may be rotatable by a turntable 220 tochange the orientation of the AV so that it will face the direction oftravel both at arrival and at departure to provide a more friendlytravel experience. Provided are two stowable treading steps 222submergible in stowed condition by a few centimeters under the capsulefloor, which may be deployed upwards, emerging through slits thusproviding a comfortable passenger descent accessory from the AV orascent thereto. The treading steps are deployed only at the time ofpassenger embarkation/disembarkation, otherwise they are stowed belowfloor level. The turntable may also serve for orienting the AV unto thedoor connecting the capsule with the parking zone.

FIG. 13 d-13 f depict the treading steps stowing operation. FIG. 13 ddepicts the treading steps 222 in stowed condition. FIG. 13 e depictsthe treading steps in partially deployed condition, each one supportedby four supporting rods 240. Each supporting rod is hinged at one end toa corner of the step and at the other end to the turntable floor. Thisgeometry allows each treading step to deploy from its stowed conditionby performing a rotation of around 135 degrees around the turntablefloor hinges. A rotation of more than 90 degrees is required in order toconnect the treading steps to the cart, overarching the AV skids, aswill be subsequently described. FIG. 13 f depicts the treading steps infully deployed condition.

Whereas FIGS. 1-13 have described major system elements and modules,FIGS. 14-25 will describe the Vertiport functionality and flow. FIGS.14-21 describe the stages of a typical functional cycle, from AV landingto AV takeoff.

FIG. 14 a provided a perspective view of an AV during landing at thelanding pad 204 configured as a turntable. FIG. 14 b provides aperspective view of the AV immediately after landing on the landing pad.Immediately after landing, the rotors are brought to zero angularvelocity and to an angular orientation that minimizes the groundfootprint of the AV. Specifically, the rotors at the four side arms arealigned parallel to the longitudinal axis of the AV. Such orientationminimizes the lateral dimension of the AV footprint in order to enableAV passage through Capsule doors facing flight deck and Parking Zone andalso to enable more efficient usage of the Parking Zone surface area.FIG. 14 c provides a top view of the Vertiport after rotating the pad toorient the AV to an angle corresponding to the direction of approach ofthe robotic cart arriving from the capsule. FIGS. 14 d, 14 e, 14 fdepict the robotic cart getting beneath the AV, lifting the AV andconveying the AV towards the capsule, respectively.

FIGS. 15 a -15 b provide views from two different angles depicting thecart and AV entering the Capsule carrying arriving passengers. Only thecapsule door 2020 facing the flight deck is open.

FIG. 16 a provides a view of the disembarkation stage. The AV ispositioned at the point of halt on the turntable, with treading steps224 deployed from turntable floor to facilitate passenger descent. Afterdeployment of the treading step AV doors are opened. FIG. 16 b providesa zoom-in view on the descent of a passenger 226 from the AV. At thisstage, the deployed treading step 224 is adjacent and level with thelateral surface at the side of the cart 20, overarching the AV skid 19to provide the descending passenger a safe and convenient surface forplacing his/her foot.

FIGS. 17 a-17 b provide a view of the depleted battery removal process.FIG. 17 a depicts the condition in which the battery lifting actuatorsare contracted and the AV has been detached from the robotic cart withAV lifting actuators 22 fully retracted into robotic cart, as per theprocedure depicted in FIGS. 11 a -11 c. FIG. 17 b depicts the roboticcart conveying a depleted battery from the AV to the battery outlet.Only the capsule door 2120 facing the Battery Zone is open.

FIGS. 18 a-18 b provide a view of the replenished battery attachmentprocess. The treading steps remain stowed and turntable remains with itsrear end facing the Battery Zone. FIG. 18 a depicts the robotic cartconveying a replenished battery from the battery outlet to the AV. Onlythe capsule door 2120 facing the Battery Zone is open. Under theseconditions, as depicted in FIG. 18 b , the robotic cart attaches thebattery to the AV, per the procedure as depicted in FIGS. 10 a -10 d.

FIG. 19 provides a view of the embarkation stage. The AV is positionedfacing the landing pad, with treading step 224 deployed from turntablefloor to facilitate passenger 226 ascent and with AV doors 1010 open.Only the capsule door 2140 facing the passenger terminal is open.

FIGS. 20 a-20 b provide perspective views from two different anglesdepicting the cart conveying the AV exiting the capsule towards thelanding pad. Only the capsule door 2020 facing the flight deck is open.

FIGS. 21 a- 21 e provide views of the take-off process. FIG. 21 a isdepicts the AV being conveyed by the cart from the capsule onto the pad.FIG. 21 b depicts the robotic cart still docked with the AV halting onthe landing pad. FIG. 21 c depicts the cart undocking and departing fromthe AV. FIG. 21 d depicts the cart heading back to the Capsule. FIG. 21e provides a perspective view of the AV just after take-off.

FIGS. 22 a-22 d provide perspective views of the AV parking process.FIG. 22 a depicts the turntable rotated to a position where the AV facesthe parking Zone. FIG. 22 b depicts the arrival of a robotic cart fromthe Parking Zone. FIG. 22 c describes the AV docked with the roboticcart, thus in parking configuration. FIG. 22 d depicts the departure ofthe AV to the Parking Zone. Only the capsule door facing the ParkingZone is open.

FIGS. 23 a-23 c provide perspective views of conveying an AV from theParking Zone to the capsule. FIG. 23 a depicts the arrival of the cartand AV in parking configuration from the Parking Zone. FIG. 23 bdescribes the cart and AV halted on the turntable. FIG. 23 c describesthe departure of the robotic cart to the Parking Zone. Only the capsuledoor facing the Parking Zone is open.

(3.2) One or More Flight Decks

Flight decks 202, each of them with at least one landing pad 204, eachflight deck extending in an uncovered essentially horizontal area,preferably at roof-top level. The flight deck (or airfield) must be arestricted area, in which pedestrian or vehicular access is prohibitedunless specifically coordinated and accidental animal access isprevented to avoid harm or injury to any of them as well as to themulticopter and its occupants. Typically, after landing the AV must beremoved from the landing pad to a pre-determined clearance distance toallow other AV's to takeoff or land. As the landing pads are typically abottleneck of the Vertiport operational cycle, the time for performingthis action has a strong impact on Vertiport efficiency and throughput.As it will be subsequently detailed, a favorable solution for thisaction is using a robotic cart. The landing pad with an AV thereon maybe rotatable to facilitate the access of a robotic cart assigned withthe task of lifting the AV and conveying it to the Capsule.

In the subsequent description it will be assumed that the floors of theCapsule, the Parking Zone, the Passenger Terminal, the Battery zone areall at the same level, which is identical to the Flight deck surfacelevel.

(3.3) A Passenger Terminal

The passenger terminal is positioned fully or partially at flight decklevel. In any case there will be embarkation gates at flight decklevel(s) but according to convenience some further space might beallocated at lower level(s).

(3.4) A Parking/Maintenance Zone

This zone is preferably positioned at flight-deck level, iscommunicating with the Vertiport Capsule through a door controllingaccess of AVs docked to robotic carts or stand-alone robotic carts movebetween the Parking Zone and the Capsule. In case that are Flight decksat multiple levels, it is not necessary to have a parking zone at eachlevel, because the parking zone is a buffer for the entire Vertiportwhich is controlled by the Vertiport central control system. The roboticcarts may be also parked at the same parking zone. The AVs may be stowedat the parking zone in a way that will maximize usage of the availablespace, including possibly folding the supportive arms of the rotors,orienting the rotor blades into preferred angular directions,inclination, staggering. Stowing and parking-facilitating operations maybe conducted automatically. For example, robotic carts docked with theAV may climb various inclined surfaces to enable staggering and therebya more efficient area usage than in the case that all parked vehiclesare at the same level.

(3.5) At Least One Battery Charging Zone

This zone is preferably located at flight-deck level or otherwise atlower level(s). The Battery charging zone has a battery outletaccessible by the robotic carts which serve as energy provisioningintermediates between the AV and the battery charging zone. The handlingof the batteries within the battery charging zone will be robotic andmay assure that the first battery fully replenished within the zone willthe first one to be moved to the battery outlet for subsequent pick-upby the energy provisioning robot. Other considerations may be alsoapplied in determining the configuration of the battery system to besupplied by the battery outlet for a specific AV, such as missionplanning, number of passengers departing on the flight. The art ofbattery charging and swapping for electric vehicles is described in U.S.Pat. Nos. 10,144,307, 9,932,019.

It is to be understood that under certain conditions and designs theBattery Charging Zone may be integrated with the Parking Zone, inparticular in cases that the AV design features an integral batterywhich may be charged at the Parking Zone.

(3.6) A Vertiport Control System

FIG. 27 illustrates a Vertiport Controller 205, including at least oneprocessor 206 and a communications subsystem 207. The VertiportController is in communication with actuators 213 to actuate the dynamicpartition 211 of capsules 208, and with robotic carts 20. This systemcontrols all activities related to the Vertiport, includingcommunication with the Air Traffic Controller (Air Traffic ControlCenter), allocation of Take-off/Landing pads and control of all thefunctional cycles at the Vertiport.

The entire handling of the AV at the Vertiport from touch-down totake-off is preferably controlled by a Vertiport central computer. TheVertiport central computer has a secure communications connection to theCentral Flight Traffic Control System.

In certain embodiments, the present invention provides a structure andprocess for effectively supplying these resources at a coordinatedtiming according to passenger departure schedule.

It is to be noted that if even one of these resources is not timelyprovided, the flight is delayed. In additional to the passengerdissatisfaction, this also means ineffective utilization of the otherresources (that were provided)—for example, when a replenished batteryis not provided in a timely manner, a landing pad and an AV which couldotherwise been utilized are standing idle.

To achieve a shorter cycle between consecutive take-off from a givenlanding pad, two Capsules may be allocated for each landing pad,servicing two AVs in parallel with the appropriate staggering betweenthe arrival/departure cycles, i.e., when an AV that has landed leavesthe landing pad onto one of the Capsules another AV leaves the secondCapsule onto the Landing pad. Nevertheless, a functional module of onelanding pad and one Capsule could also work, although with a longercycle time and a lower traffic throughput. Depending on the areaavailable at the Vertiport, several “single pad, single capsule” or“single pad, double capsule” modules could co-exist at the Vertiport.These several modules may be operating in conjunction with a lessernumber (preferably one) of passenger terminals, parking zones andcharging zones.

The Vertiport as described in the previous sections is in particularlyadapted to rooftops in dense urban areas. Whenever area limitations areless stringent, such as in suburban or rural areas, the Vertiport can beimplemented on ground surface level with a functionality as describedabove.

At least one, but preferably a plurality of Vertistops will be providedat various locations in the urban area which may have various levels offunctionality:

(4) A Plurality of Emergency Landing Points

Due to the multiple redundancies at all system levels, the AV will becapable to arrive and land safely at one of the Vertiports or Vertistopseven in the case of malfunctioning of one of the systems (such asmotors, rotors, battery units, control units). Nevertheless, specialemergency landing spots will be designated to enable safe landing of theAV under unexpected circumstances, such as sudden extreme weatherconditions.

(5) An Air Traffic Control Center

The Air Traffic Control Center handles the individual travel tasks,including planning detailed travel routes for each task. Such travelroutes also include contingency landing routes at predeterminedcontingency locations in case that there is a need to deviate from theplanned route due to reasons such as technical faults, weather, orpassenger in-flight special request. All travel routes are loadedthrough the Vertiport computer system to the Air Vehicle computer systemprior to take-off. After take-off, the AV will fly autonomously to itspredetermined destination. Autonomously in this context means that nohuman piloting is necessary and that continuous communication to theflight control system is not necessary. The navigation during theautonomous flight might be achieved through any of, or combination ofthe techniques of GPS, INS, terrain following (optical, radar) known tothe persons familiar in the field of navigation or a combinationthereof. The AV is preferably provided with sense-and-avoid systems toenhance safety in case of any disturbance or deviation from thescheduled route of any of the Air Vehicles in the surroundings.

Typically, an AV lands on the landing pad in an essentially arbitraryorientation. This orientation may be affected by the direction ofarrival, wind direction, etc. Guiding an empty cart from the capsule todock to an AV on the landing pad is greatly simplified by orienting theAV on the landing pad turntable onto the direction of exit from thecapsule. As a result, the cart approaches the AV in an essentially“head-on” trajectory, i.e., in a trajectory where the longitudinal axesof the two bodies overlap.

A well-known method in the art of guidance is known as Command to Lineof Sight (CLOS), as taught for example in U.S. Pat. Nos. 3,598,344 and9,000,340. According to this method, an object is guided to its targetby constantly aligning its velocity vector to the line connecting theobject and an aiming point on the target. In the present case, the“object” (embodied by the cart) is guided to the “target” (embodied bythe AV on the pad) by directing its velocity to an “aiming point” atcenter of the AV front (or back). When arriving in an essentiallyhead-on trajectory, the cart can be easily guided under the AV, with atypical accuracy of less than cm from each lift on the cart to itsrespective socket on the AV. The residual misalignment can be handled bymechanical guidance mechanisms, which are well known in the art of pinand socket connectors.

In such case, the movement of the cart to the AV is essentially linearand all navigation and terminal positioning operations are greatlysimplified. The cart carrying the AV may be guided in an essentiallystraight line from the landing pad to the capsule in a similar manner.

There may be also other means, rather than a rotating turntable on thepad, to orient the AV onto the capsule. For example, the pad surface maybe structured to include a plurality of rollers in various directionswhich may act on the AV skids to affect its azimuthal position or theskids themselves may be provided with small, self-actuated wheels foradjusting the AV azimuthal position.

There is also provided according to the teachings of an embodiment ofthe present invention, a method for operating a Vertiport for AVs, themethod, corresponding to arrivals and departures including the steps aspresented in the following flow-charts in FIG. 25 (arrivals) and FIG. 26(departures). For the sake of conciseness, opening and closing of thevarious doors are not included as blocks in the flow-charts. As alreadymentioned, at any point in time, at the most one door may be open toenable the passage of an object (AV, robotic cart, passenger) as per thepertinent step in the flow-chart. The following description refers to aVertiport with two Capsules (A and B) operating in parallel inconjunction with the same take-off/landing pad at the flight deck.

FIG. 25 depicts the flowchart of the Arrivals process at Capsule A,including:

-   -   (a) AV touch-down on pad at arbitrary orientation (see also        FIGS. 14 a,14 b )    -   (b) Rotors oriented to AV longitudinal axis (see also FIG. 14 c        )    -   (c) Pad rotated to face Capsule A (see also FIG. 14 c )    -   (d) Empty cart arrives and docks to AV (see also FIGS. 13 d, 13        e )    -   (e) Cart conveys AV to Capsule A door (see also FIG. 14 f )    -   (f) Cart docks with AV enter Capsule A (see also FIGS. 15 a, 15        b )    -   (g) Cart & AV halt on turntable, cart lowers AV (see also 9 a-9        c) Treading blocks extended, AV doors open (see also FIGS. 16 a,        16 b )    -   (h) Passengers disembark and exit capsule (see also FIGS. 16 a,        16 b )    -   (i) Treading blocks retracted, Turntable rotated with rear to        battery outlet (see also FIG. 17 a )    -   (j) Battery detached and conveyed to battery outlet (see also        FIGS. 17 a, 17 b )    -   (k) At this point there is a logical check at Block 3000 whether        there is a departure request pending?    -   (l) If the outcome of logical check at Block 3000 is YES, then        the departure sequence for Capsule A is to be initialized (see        further description and also FIG. 25 )    -   (m) If the outcome of logical check at Block 3000 is NO, then        there is a logical check at Block 4000 whether there a landing        request pending?    -   (n) If the outcome of logical check at Block 4000 is NO, then        proceed to step (s) (AV remains idle in Capsule A pending        periodic check according to Block 3000)    -   (o) If the outcome of logical check at Block 4000 is YES, then        there is a logical check at Block 5000 whether Capsule B is        empty?    -   (p) If the outcome of logical check at Block 5000 is NO, then AV        is conveyed to parking (see also FIGS. 22 a-22 d )    -   (q) Capsule A assigned for arrival    -   (r) If the outcome of logical check at Block 5000 is YES, then        Capsule B is assigned for arrival    -   (s) AV remains idle in Capsule A pending periodic check        according to Block 3000.

FIG. 26 depicts the flowchart of the Departures process at Capsule A,including:

-   -   (a) A departing flight request is issued    -   (b) At this point there is a logical check at Block 6000 whether        there is an idle AV at capsule A    -   (c) If the outcome of logical check at Block 6000 is YES, then        proceed to step (g)    -   (d) If the outcome of logical check at Block 6000 is NO there is        a logical check at Block 7000 whether there is an idle AV at        capsule B    -   (e) If the outcome of logical check at Block 7000 is YES then        Capsule B assigned for departure    -   (f) If the outcome of logical check at Block 7000 is NO, an AV        is conveyed from parking to Capsule A (see also FIGS. 23 a-23 c        )    -   (g) Battery conveyed from outlet and attached to AV (FIGS. 18 a,        18 b )    -   (h) Turntable rotated to face landing pad    -   (i) Treading blocks deployed, AV doors open (see also FIG. 16 b        )    -   (j) Passengers enter capsule and embark (see also FIGS. 19 a ,    -   (k) Treading blocks stowed    -   (l) Cart conveys AV outside Capsule (see also FIGS. 20 a, 20 b )    -   (m) Cart conveys AV to landing pad (see also FIG. 21 a )    -   (n) Cart undocks from AV and returns to Capsule (see also FIGS.        21 b, 21 c )    -   (o) AV takes-off (see also FIGS. 21 d, 21 e )

It is noted that within the scope of the present invention, otheroptions may exist for robotic battery swapping, such as conveyingbatteries to and from the battery outlet onto a submerged location atthe capsule center by a belt-type system and performing the swappingoperation by a robotic system installed at the Capsule center instead bythe robotic cart. This type of solution may entail more complexity andinvestment related to the Capsule. A turntable at the capsule floor maynot be feasible in such a case, in which case the robotic cartautomotive means would be used for horizontal rotation of the AV ontothe direction of the door facing Parking Zone. All other teaching asregarding the Vertiport design are unchanged.

A further design option involves a different structure and functionalityof the robotic cart. Rather than an integrated robotic cart as depictedin FIG. 3 , two separate robotic carts are provided, one for lifting andconveying the AV (to be hereinafter referred to as the AV conveyingcart) and the other one for energy provisioning (to be hereinafterreferred to as battery swapping cart). The battery swapping cart isconfigured to position itself within the constraints of the AV conveyingcart (entering from behind). With such design configuration, thelimitation in the height of the battery swapping cart is no moredetermined by the height of the lower surface of the battery attached tothe AV. In the process of battery swapping, the AV may be lifted by theAV conveying cart or by lifting actuators emerging from the capsulefloor to a height that will enable the battery swapping cart to enterthe space within the confines of the AV conveying cart and the batterylower surface and to align itself with the battery. The design of thebattery swapping cart may be even more convenient in the case that theAV conveying cart departs from the AV onto the parking zone at thebeginning of the swapping process. In such case the AV may be lifted tothe desired height by lifting actuators emerging from the capsule floorand the battery swapping cart would enter the space below the elevatedAV to align itself with the battery. Under such conditions, the batterymay be lowered onto the battery swapping cart by the action of the sameactuators that had previously lifted the AV or by dedicated liftingactuators of the battery swapping cart.

In the case of an AV design with integrated battery, there will be nobattery swapping and the AV batteries will be charged by connecting theAV to battery charging points preferably at the Battery Charging Zone.The battery charging points need to be spaced in a way to allow AVaccess to each of them. In this case the robotic cart may convey the AVto the Battery Charging Zone. Rather than having a battery outlet asdescribed for the design based on swapping, the entire AV has to beconveyed to the Battery charging zone for charging and the door of thecapsule facing the battery charging zone must be of a size that willenable such passage. There might be a battery charging point in thecapsule itself, to which the robotic cart may connect the AV and therebyfacilitate energy provisioning, but such solution does not enable anybuffer and also entails the disadvantage of keeping the capsuleunnecessarily occupied, thus preventing access by an AV from an incomingflight.

Having described the various elements of a Vertiport, we note itspassenger-centric functionality: for a flight to depart three resourcesmust be provided: an AV, a replenished battery, a landing pad.

Each resource is the product of a distinct process:

(a) Arrival at capsule of replenished battery from a battery outlet.

(b) Arrival at capsule of an AV—either one that has just landed or onefrom parking.

(c) Availability of landing pad according to Vertiport arrivals anddepartures scheduling.

It is to be noted that if even one of these resources is not timelysupplied, an outgoing flight is delayed. Additional to the passengerdissatisfaction, this would also mean ineffective utilization of theother resources. for example, when a battery is not supplied in a timelymanner, a landing pad and an AV which could otherwise been used arestanding idle. The streamlined operation of the Vertiport as per theinvention eliminates such mismatch.

To summarize, an ultra-compact and highly efficient Vertiport isachieved by:

(1) An AV having a detachable battery located at its bottom.

(2) An autonomous robotic cart configured for docking to the AV andconveying it between landing pad, embarkation zone and parking zone.

(3) An isolated boarding enclosure located in close proximity of e.g.,10-20 meters from the landing pad it serves.

(4) A battery swapping device capable of performing a rapid batteryreplacement procedure. This device preferably performs the batteryreplacement within the embarkation enclosure (Capsule). Preferably, thisdevice is integrated within the robotic cart configured for conveyingthe AV.

(5) A parking zone capable of accommodating a multitude of AV's, formanaging the imbalance between take-offs and landings.

The teachings of the invention are applicable for VTOL aircraft otherthan pure-multi-copters as well.

Embodiment B

A second embodiment of the present invention is presented in FIGS. 24a-24 d . This embodiment differs from the first embodiment in thegeometry of the capsule doors. Whereas in the first embodiment fourdifferent doors are used to regulate the flow of passengers, AV's, cartsand batteries, in the present embodiment the capsule employs merely twocircular doors for the same purpose.

An outer door 242 spans a circular arc slightly larger than 180 degrees(e.g., 200 degrees) and is rotatable by 360 degrees. An inner door 240,also spanning a circular arc of slightly more than 180 degrees (e.g.,200 degrees) but of a radius slightly smaller than that of the outerone, is also rotatable by 360 degrees. By rotating these two doors, anopening of any size in the range 0-160 degrees can be formed, at anydesired direction. Rotating these doors controls the flow of passengers,AV's, carts and batteries to-and-fro the capsule.

FIG. 24 a presents an AV docked on a cart entering the capsule accordingto the present embodiment, corresponding to FIGS. 15 a-15 b presentingthe same position according to the first embodiment. FIG. 24 b presentsthe stage of passenger disembarkment according to the presentembodiment, corresponding to FIGS. 16 a-16 b presenting the sameposition according to the first embodiment. FIG. 24 c the AV with itsrear towards the battery outlet and a cart conveying a battery to thebattery outlet according to the present embodiment, corresponding toFIGS. 17 b presenting the same position according to the firstembodiment. FIG. 24 d presents an AV docked on a cart exiting thecapsule to the Parking Zone according to the present embodiment,corresponding to FIGS. 22 d presenting the same position according tothe first embodiment.

As can be seen, this unique door scheme allows, for a given AV,implementing a capsule only slightly larger than the AV's footprint. The4-door implementation of the first embodiment would not allow using sucha relatively compact capsule. The reason is that in this case manydifferent doors would have to overlap, which would require using threeor more layers of different radii which make the solution impractical.

Embodiment C

In a third embodiment presented, an AV is designed to carry up to twopassengers seated side by side in the cabin. However, it is expectedthat in many cases the AV will fly with only one passenger. However,single-passenger occupancy and two-passenger occupancy of the AV entaila considerably different payload weight and a different center ofgravity. The payload weight allocation for a passenger including luggageis for example 100 kg and the lateral shift of the payload center ofgravity in the one-passenger case is for example 0.5 meter.

One attractive method for extending the range, in case of one-passengeroccupancy, is by extending the energy store capacity (for examplebattery capacity) with a corresponding increase in the energy storeweight in lieu of a second passenger. In such case, preferably, but notnecessarily the weight distribution of the energy store will take intoaccount center-of-gravity considerations. Thereby, the changesrelatively to the weight and center-of-gravity characteristics may bemitigated and the control system characteristics may be minimallyaffected.

According to the above considerations, the Vertiport may preferablyoffer different flight configurations for single-passenger or fortwo-passenger occupancy, using a common AV design but with a differentbattery type. All types of batteries will preferably have the sameinterface with the AV as well as with the robotic carts and the batteryoutlet.

The flight fares may be adjusted according to various factors taking inaccount for example range, payload weight, time in the day and week,priorities. As a matter of fine-tuning and offering the passengers awider choice of more than two energy store options may be offered.

Being able to adjust the energy store to be provided to a given AVaccording to mission parameters such as number of passengers, payloadweight, destination range is a major advantage of energy store swapping.Energy store swapping can be conveniently performed by robotic carts.

It should be noted that the various embodiments and implementations ofthe invention described herein are not mutually exclusive, and thatfeatures described in the context of one implementation may be combinedwith any and all features of another implementation, all as will beclear to a person ordinarily skilled in the art.

It will be appreciated that the above descriptions are intended only toserve as examples, and that many other embodiments are possible withinthe scope of the present invention as defined in the appended claims.

The design as described above involves both minimum distance and minimumtime for passenger travelling from take-off/landing pad to terminal gateand vice-versa. It also provides for very safe and convenientembarkation on both sides of the AV. The design also obviates moving theAV for any purpose from floor-to-floor. As explained, according to thecurrent invention short-term parking, which is time critical as beingprovided for handling momentary traffic imbalances, is to be in theimmediate vicinity of the capsule. As for long-term parking, which isnot time critical, one may provide additional parking spaces at a lowerlevel. For that purpose, no elevators or conveyor belts are necessary,as the robotic cart docked with the AV is a self-sufficient means ofconveying the AV's between floors via ramps if so desired.

It will be appreciated that the above descriptions are intended only toserve as examples, and that many other embodiments are possible withinthe scope of the present invention as defined in the appended claims.

What is claimed is:
 1. A passenger-boarding capsule for enclosing asingle aircraft during passenger boarding and disembarking, and forselectively providing access for the aircraft between the capsule and aflight deck and between the capsule and a parking area, the capsulecomprising a set of wall portions deployable around a perimeter of thecapsule to enclose the single aircraft, the set of wall portionscomprising: (a) a first arcuate displaceable wall portion encompassingno more than 200 degrees about a center of the capsule, said first wallportion being displaceable along an outer arcuate path around theperimeter of the capsule; and (b) a second arcuate displaceable wallportion encompassing no more than 200 degrees about the center of thecapsule, said second wall portion being deployed concentrically withinsaid first wall portion and being displaceable along an inner arcuatepath around the perimeter of the capsule, wherein said first and secondwall portions are displaceable around the perimeter so as to selectivelyassume a first open state in which said first and second wall portionsare in overlapping relation along a first region of the perimeter toprovide an opening between the capsule and the flight deck, a secondopen state in which said first and second wall portions are inoverlapping relation along a second region of the perimeter to providean opening between the capsule and the parking area, and a closed statein which the capsule is closed by said set of wall portions to both theflight deck and the parking area.
 2. The passenger-boarding capsule ofclaim 1, wherein each of said first and second wall portions encompassan angle of at least 180 degrees about the center of the capsule.
 3. Thepassenger-boarding capsule of claim 1, wherein the opening of each ofsaid first and second open states has a width that is a majority of adiameter of the perimeter of the capsule.
 4. The passenger-boardingcapsule of claim 1, wherein the opening of each of said first and secondopen states subtends an angle of at least 160 degrees at the center ofthe capsule.
 5. The passenger-boarding capsule of claim 1, wherein saidfirst and second wall portions are additionally displaceable to vary aregion of overlap so as to open an opening in any desired direction. 6.The passenger-boarding capsule of claim 1, wherein said first and secondwall portions selectively assume a third open state in which said firstand second wall portions are in overlapping relation so that the set ofwall portions provides an opening between the capsule and a passengerterminal while isolating the capsule from both the flight deck and theparking area.
 7. The passenger-boarding capsule of claim 6, furthercomprising a roof extending across at least the capsule and thepassenger terminal.
 8. The passenger-boarding capsule of claim 1,further comprising a roof extending across the capsule.
 9. Thepassenger-boarding capsule of claim 1, wherein a part of a floor of thecapsule is rotatable as a turntable.
 10. The passenger-boarding capsuleof claim 1, wherein a floor of the capsule includes at least oneretractable step deployable between a raised position to assist apassenger boarding or disembarking from an aircraft and a loweredposition in which the step is level with the floor.
 11. A method foroperating a vertiport having a passenger terminal and a flight deck forpassengers departing or arriving via a plurality of aircraft, the methodcomprising the steps of: (a) providing a plurality of boardingenclosures, each of said boarding enclosures sized to receive a singleone of the aircraft, each of said boarding enclosures being selectivelyconfigurable in: a first open state in which the boarding enclosure isopen to the flight deck and closed to the passenger terminal, a secondopen state in which the boarding enclosure is open to the passengerterminal and closed to the flight deck, and a closed state in which theboarding enclosure is closed to both the flight deck and the passengerterminal; (b) for each aircraft landing on the flight deck, configuringone of the boarding enclosures in the first open state to receive theaircraft from the flight deck; (c) configuring the boarding enclosure inthe closed state to isolate the boarding enclosure from the flight deckfor disembarking of at least one passenger; (d) configuring the boardingenclosure in the second open state to allow entry of the disembarkedpassenger into the passenger terminal and/or entry of at least onedeparting passenger from the passenger terminal into the boardingenclosure; and (e) for each departing aircraft, configuring the boardingenclosure in the closed state to isolate the boarding enclosure from thepassenger terminal; and (f) configuring the boarding enclosure in thefirst open state for passage of the aircraft to the flight deck fortake-off.
 12. The method of claim 11, further comprising, while theaircraft is within the boarding enclosure, removing from the aircraft adepleted energy store and replacing it with a less-depleted energystore.
 13. The method of claim 11, wherein the vertiport includes aparking area for aircraft, the method further comprising configuring theboarding enclosure in a third open state in which the boarding enclosureis open to the parking area for transfer of an aircraft to or from theparking area.
 14. The method of claim 11, further comprising using aturntable within each boarding enclosure to rotate the aircraft to facetowards the flight deck.
 15. The method of claim 11, further comprisingusing at least one retractable step deployable between a raised positionto assist a passenger boarding or disembarking from an aircraft and alowered position in which the step is level with a floor of the boardingenclosure.